WO2010119898A1 - Dispositif de commande de démarrage/arrêt automatique pour moteur à combustion interne - Google Patents

Dispositif de commande de démarrage/arrêt automatique pour moteur à combustion interne Download PDF

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Publication number
WO2010119898A1
WO2010119898A1 PCT/JP2010/056686 JP2010056686W WO2010119898A1 WO 2010119898 A1 WO2010119898 A1 WO 2010119898A1 JP 2010056686 W JP2010056686 W JP 2010056686W WO 2010119898 A1 WO2010119898 A1 WO 2010119898A1
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WIPO (PCT)
Prior art keywords
restart
internal combustion
throttle opening
combustion engine
during
Prior art date
Application number
PCT/JP2010/056686
Other languages
English (en)
Japanese (ja)
Inventor
吉原　正朝
紘治 岡村
哲 枡田
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to CN201080016918.5A priority Critical patent/CN102395775B/zh
Priority to EP10764482.5A priority patent/EP2420663B1/fr
Publication of WO2010119898A1 publication Critical patent/WO2010119898A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18018—Start-stop drive, e.g. in a traffic jam
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0844—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop with means for restarting the engine directly after an engine stop request, e.g. caused by change of driver mind
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/006—Providing a combustible mixture inside the cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention provides an internal combustion engine having a function of immediately restarting an internal combustion engine when a restart request is generated in a process in which the rotational speed of the internal combustion engine (engine) is decreased due to fuel injection stop by automatic stop control (idle stop control).
  • the invention relates to an automatic stop / start control device for an engine.
  • idle stop control system In recent years, vehicles equipped with an automatic engine stop / start control system (so-called idle stop control system) are increasing for the purpose of reducing fuel consumption and emission.
  • a conventional general idle stop control system when the driver stops the vehicle, the fuel injection is stopped (fuel cut) to automatically stop the engine, and then the driver tries to start the vehicle.
  • an operation is performed (brake release operation, accelerator depression operation, etc.), the starter or the starter motor is automatically energized, and the engine is cranked and restarted.
  • Some hybrid electric vehicles use a vehicle driving motor as a starter to restart the engine. Therefore, in the following description, “starter or a motor that also serves as a starter” is simply referred to as “starter”. Simplify.
  • a restart request may be generated while the engine speed is decreasing due to a fuel cut. In such a case, the engine rotation is completely stopped. After that, if the starter is energized and the engine is cranked and restarted, it takes time from the occurrence of an automatic stop request to the completion of the restart, causing the driver to feel a delay in restarting (shaking). .
  • Patent Document 1 Japanese Patent Application Laid-Open No. 2005-146875
  • a constant mesh starter in which the starter pinion is always meshed with the ring gear on the engine side.
  • the starter is energized and the engine is restarted without waiting for the engine to stop. There is something to do.
  • the problem to be solved by the present invention is to provide an automatic stop / start control device for an internal combustion engine that can improve restartability when a restart request is generated during fuel cut / internal combustion engine rotation descent of idle stop control. Is to provide.
  • the present invention provides a throttle drive means for adjusting the throttle opening of an internal combustion engine, an automatic stop control means for stopping fuel injection when an automatic stop request is generated during operation of the internal combustion engine,
  • an automatic stop control means for stopping fuel injection when an automatic stop request is generated during operation of the internal combustion engine,
  • the restart request is generated in the process of decreasing the internal combustion engine speed during the fuel injection stop period (during the fuel cut period) after the automatic stop request is generated, the fuel injection is restarted to restart the internal combustion engine.
  • An automatic start control means for executing restart control, and the throttle opening during the restart control period after the restart request is generated is greater than the throttle opening during idle rotation control by the automatic start control means.
  • the throttle driving means is controlled to have an opening.
  • the throttle opening during the restart control period is set to the throttle opening during idle rotation control. Since the throttle opening is controlled to be larger than the degree, the intake air amount during the restart control period can be increased to increase the combustion torque of the internal combustion engine, and the restartability can be improved.
  • the restart control period is a period from when the restart request is generated until the restart is completed.
  • This restart control period may be a period until it is determined that the restart is actually completed, or may be set by estimating this period in advance.
  • the throttle opening during the restart control period is set according to at least one of the internal combustion engine speed, the coolant temperature, the intake pipe pressure, and the intake air amount when the restart request is generated. Also good. For example, as the rotational speed of the internal combustion engine at the time when the restart request is generated becomes lower, the inertial energy in the rotational descending direction of the internal combustion engine becomes larger and the combustion torque necessary for the restart becomes larger. As the engine speed decreases, the throttle opening during the restart control period may be increased to increase the combustion torque of the internal combustion engine. In addition, the lower the coolant temperature at the time when the restart request is generated, the greater the friction of the internal combustion engine and the greater the combustion torque required for restart.
  • the combustion torque of the internal combustion engine may be increased by increasing the throttle opening.
  • the throttle during the restart control period according to the intake pipe pressure and the intake air amount when the restart request is generated If the opening is set, it is possible to obtain the same effect as setting the throttle opening during the restart control period in accordance with the internal combustion engine rotation speed when the restart request is generated.
  • the throttle opening during the restart control period may be set according to the internal combustion engine rotational speed decrease during the fuel injection stop period (the internal combustion engine rotational speed decrease amount per predetermined time). . Even if the internal combustion engine rotational speed at the time when the restart request is generated is the same, the faster the internal combustion engine rotational speed during the fuel injection stop period is, the faster the inertial energy in the rotational downward direction of the internal combustion engine at the time when the restart request is generated Since the combustion torque required for restart increases and the internal combustion engine rotational speed decreases during the fuel injection stop period, the throttle opening during the restart control period increases to increase the combustion torque required for restart. If the combustion torque is increased, the restartability can be improved.
  • the throttle opening may be decreased at a stroke to the target throttle opening at the time of normal throttle control after the restart control period elapses, but the throttle opening is gradually decreased after the restart control period elapses. Then, throttle return control for returning to normal throttle control may be executed. In this way, when returning from the restart control to the normal throttle control, the intake air amount can be gradually decreased to reduce the rotational fluctuation of the internal combustion engine immediately after the restart is completed.
  • the decrease rate of the throttle opening during the throttle return control period may be set according to the cooling water temperature.
  • the rate of decrease in the throttle opening during the throttle return control period is set according to the internal combustion engine rotational speed during the fuel injection stop period or the internal combustion engine rotational speed during the restart control period. Also good. The faster the internal combustion engine rotational speed during the fuel injection stop period or the internal combustion engine rotational speed during the restart control period, the greater the rotational blow-up of the internal combustion engine during restart. If the engine speed is decreased more rapidly as the engine rotational speed decreases or the internal combustion engine rotational speed increases during the restart control period, the excess of the internal combustion engine during the restart can be reduced. The effect which suppresses rotation blowing can be expected.
  • the throttle opening may be decreased, for example, every predetermined time or every predetermined crank angle during the throttle return control period, or the throttle opening is decreased every ignition during the throttle return control period. You may make it let it.
  • FIG. 1 is a schematic configuration diagram of the entire engine control system in Embodiment 1 of the present invention.
  • FIG. 2 is a time chart illustrating an example of idle stop control / restart control according to the first embodiment.
  • FIG. 3 is a flowchart showing the flow of processing of the idle stop control / restart control program of the first embodiment.
  • FIG. 4 is a time chart illustrating an example of idle stop control / restart control according to the second embodiment.
  • FIG. 5 is a flowchart showing the flow of processing of the idle stop control / restart control program of the second embodiment.
  • FIG. 6 is a time chart illustrating an example of idle stop control / restart control according to the third embodiment.
  • FIG. 7 is a flowchart showing the flow of processing of the idle stop control / restart control program of the third embodiment.
  • FIG. 8 is a flowchart showing the flow of processing of the throttle return control program according to the third embodiment.
  • FIGS. 1 A first embodiment of the present invention will be described with reference to FIGS. First, a schematic configuration of the entire engine control system will be described with reference to FIG.
  • An air cleaner 13 is provided at the most upstream portion of the intake pipe 12 of the engine 11 that is an internal combustion engine, and an air flow meter 14 for detecting the intake air amount is provided downstream of the air cleaner 13.
  • an air flow meter 14 for detecting the intake air amount is provided downstream of the air cleaner 13.
  • a throttle valve 16 On the downstream side of the air flow meter 14, a throttle valve 16 whose opening is adjusted by a motor 15 (throttle driving means) and a throttle opening sensor 17 for detecting the opening (throttle opening) of the throttle valve 16 are provided. Is provided.
  • a surge tank 18 is provided on the downstream side of the throttle valve 16, and an intake pipe pressure sensor 19 for detecting the intake pipe pressure is provided in the surge tank 18.
  • the surge tank 18 is provided with an intake manifold 20 that introduces air into each cylinder of the engine 11, and a fuel injection valve that injects fuel toward the intake port in the vicinity of the intake port of the intake manifold 20 of each cylinder. 21 is attached.
  • An ignition plug 22 is attached to the cylinder head of the engine 11 for each cylinder, and the air-fuel mixture in the cylinder is ignited by spark discharge of each ignition plug 22.
  • the exhaust pipe 23 of the engine 11 is provided with an exhaust gas sensor 24 (air-fuel ratio sensor, oxygen sensor, etc.) for detecting the air-fuel ratio or rich / lean of the exhaust gas.
  • a catalyst 25 such as a three-way catalyst for purifying gas is provided.
  • a cooling water temperature sensor 26 for detecting the cooling water temperature is attached to the cylinder block of the engine 11.
  • a crank angle sensor 28 that outputs a pulse signal every time the crankshaft 27 rotates by a predetermined crank angle is attached to the outer peripheral side of the crankshaft 27 of the engine 11, and an interval (cycle) of output pulses of the crank angle sensor 28 is set. Based on this, the engine rotation speed is detected, and the output pulse of the crank angle sensor 28 is counted based on the output signal of the cam angle sensor (not shown) or the missing tooth portion (reference crank angle) of the crank angle sensor 28.
  • the detection of the crank angle and the cylinder discrimination [discrimination between the intake stroke cylinder (injection cylinder) and the compression stroke cylinder (ignition cylinder)] are performed.
  • the engine 11 is provided with a starter 30 for rotationally driving (cranking) the crankshaft 27 at a normal start other than the starterless start described later.
  • the starter 30 may be an always-meshing starter in which pin-on is always meshed with a link gear connected to the crankshaft 27 of the engine 11 or only during a normal start other than a starterless start.
  • a starter in which the pin-on protrudes and meshes with the link gear may be used.
  • a vehicle driving motor may be used as a starter.
  • the control device 31 that controls the operation of the engine 11 and the starter 30 is configured by one or a plurality of ECUs (for example, an engine ECU and an idle stop ECU).
  • the control device 31 includes various sensors for detecting the operating state, for example, the air flow meter 14, the throttle opening sensor 17, the intake pipe pressure sensor 19, the exhaust gas sensor 24, the cooling water temperature sensor 26, and the brake operation. Signals from the brake switch 32 that detects (ON) / non-operation (OFF), the accelerator sensor 33 that detects the accelerator opening, the vehicle speed sensor 34 that detects the vehicle speed, and the like are input.
  • the control device 31 controls the fuel injection amount, the injection timing, the ignition timing, the intake air amount (throttle opening), and the like of the engine 11 according to the operation state detected by the various sensors during engine operation. Further, the control device 31 also functions as an automatic stop control means and an automatic start control means in the claims, and monitors whether an automatic stop request (idle stop request) is generated during engine operation, When an automatic stop request is generated, fuel injection is stopped (fuel cut), and combustion of the engine 11 is automatically stopped (idle stop).
  • the automatic stop request may be generated after the vehicle is stopped (stopped). However, in the first embodiment, the vehicle can be stopped during traveling of the vehicle in order to expand the fuel cut region of the idle stop control.
  • the automatic stop request is generated even in the deceleration area at a low speed. More specifically, it is determined whether or not a predetermined deceleration state that may cause the vehicle to stop while the vehicle is running (whether or not an automatic stop request has occurred) is determined under the following conditions.
  • accelerator off throttle fully closed
  • brake on (3) determine whether the vehicle is in the low speed range below the specified vehicle speed and satisfy all these conditions (1) to (3)
  • the state continues for a predetermined time or more, it is determined that the vehicle is in a predetermined deceleration state that may cause the vehicle to stop.
  • the method for determining the predetermined deceleration state that may result in the vehicle stopping may be changed as appropriate.
  • an automatic stop request (idle stop request) has occurred, fuel injection is stopped, and combustion of the engine 11 occurs. Is automatically stopped (idle stop). Then, during an idle stop period (during engine stoppage due to fuel cut during automatic stop or after engine stoppage), the driver tries to reaccelerate or start the vehicle (for example, release of brake operation, accelerator depression operation, When an operation to the drive range of the shift lever is performed, a restart request is generated and the engine 11 is restarted.
  • the engine 11 may be restarted when a restart request is generated from a control system of an in-vehicle device such as a battery charge control system or an air conditioner.
  • the throttle opening during the restart control period after the restart request is generated is opened to a restart throttle opening that is larger than the throttle opening during idle rotation control.
  • the amount of intake air in the engine is controlled to be larger than the amount of intake air during idle rotation control.
  • the throttle opening at the time of restart is set in advance so as to ensure a sufficient amount of intake air necessary for starterless start.
  • the restart control is terminated, and the throttle opening is returned to the target throttle opening during the normal throttle control.
  • the throttle opening is returned to the target throttle opening during idle rotation control. If the driver is stepping on the accelerator pedal, the target throttle opening is set according to the accelerator pedal depression amount (accelerator opening).
  • the restart control period for maintaining the throttle opening at the throttle opening at restart is the period from when the restart request is generated until it is determined that the restart is completed. It is good also as a period until the predetermined period set in advance passes.
  • the predetermined period may be set by estimating in advance a period necessary from the occurrence of the restart request until the restart is completed.
  • the restart control according to the first embodiment described above is executed by the control device 31 according to the idle stop control / restart control program of FIG.
  • the restart control program during idle stop shown in FIG. 3 is repeatedly executed at a predetermined period during the power-on period of the control device 31 (while the ignition switch is on), and the automatic stop control means and the automatic start control referred to in the claims. Acts as a means.
  • the program is started, first, at step 101, it is determined whether or not an automatic stop request has been generated. If an automatic stop request has not been generated, the routine is terminated without performing the subsequent processing. .
  • step 101 the process proceeds from step 101 to step 102, where fuel is cut and combustion of the engine 11 is stopped.
  • step 103 the throttle opening is switched to the fully closed position.
  • next step 104 it is determined whether or not a restart request has occurred, and waits until a restart request is generated. At this time, during the fuel cut, the throttle opening is maintained (fixed) at the fully closed position until a restart request is generated.
  • step 104 the routine proceeds from step 104 to step 105, where the throttle opening is opened to a restart throttle opening that is larger than the throttle opening during idle rotation control.
  • the intake air amount is increased more than the intake air amount during idle rotation control.
  • step 106 restart control is executed, fuel injection is resumed, and the engine 11 is restarted.
  • the engine speed at the time when the restart request is generated is within a starterless startable range (restartable only by fuel injection)
  • the engine 11 is restarted only by fuel injection without using the starter 30. Start starterless.
  • step 107 it is determined whether or not the engine rotation speed has exceeded the restart completion determination value, and the restart control is continued until the engine rotation speed exceeds the restart completion determination value. Thereafter, when the engine speed exceeds the restart completion determination value, it is determined that the restart has been completed, the restart control is terminated, the process proceeds to step 108, and the throttle opening is set to the target throttle opening during normal throttle control. Return to. At this time, if the accelerator is fully closed (the driver is not depressing the accelerator pedal), the throttle opening is returned to the target throttle opening during idle rotation control.
  • the throttle opening is larger than the throttle opening during the idling rotation control. Since the throttle valve is opened to the throttle opening, it is possible to increase the combustion torque of the engine 11 by increasing the intake air amount during the restart control period more than the intake air amount during the idle rotation control. Can be improved.
  • the throttle opening during the restart control period is set to a predetermined constant value (fixed value).
  • the fuel for the idle stop control is used.
  • the throttle opening during the restart control period is set by a map or a mathematical expression in accordance with the engine speed reduction speed during the cut period (the engine speed reduction amount per predetermined time). Also in this case, the throttle opening during the restart control period is set to a throttle opening larger than the throttle opening during idle rotation control.
  • the restart control of the second embodiment described above is executed by the control device 31 in accordance with the idle stop control / restart control program of FIG.
  • the idle stop control / restart control program of FIG. 5 adds the processing of step 103a after step 103 of the idle stop control / restart control program of FIG. Until it occurs, the process of step 103a is repeated, the process of step 105 is changed to the process of step 105a, and the processes of the other steps are the same.
  • step 104 the routine proceeds from step 104 to step 105a, where a map or a mathematical formula or the like is used to calculate the throttle opening during the restart control period using the engine rotation speed during the fuel cut period as a parameter. Then, the throttle opening during the restart control period corresponding to the engine rotation drop speed during the fuel cut period is calculated. As a result, the throttle opening during the restart control period is set to increase as the engine rotation speed during the fuel cut period increases.
  • the restart control is executed by the same processing as in the first embodiment.
  • the engine speed exceeds the restart completion determination value, it is determined that the restart is completed, and the restart control is terminated.
  • the opening is returned to the target throttle opening during normal throttle control (steps 106 to 108).
  • the throttle opening during the restart control period is increased to increase the intake air amount.
  • the faster the engine rotation speed during the fuel cut period the more the combustion torque of the engine 11 during the restart control period can be increased, and the restartability can be improved.
  • the throttle opening during the restart control period is set according to at least one of the engine speed, the coolant temperature, the intake pipe pressure, and the intake air amount when the restart request is generated. May be. For example, the lower the engine speed at the time when the restart request is generated, the greater the inertial energy in the rotational descending direction of the engine 11 and the greater the combustion torque necessary for the starterless start. As the rotational speed decreases, the throttle opening during the restart control period may be increased to increase the combustion torque of the engine 11.
  • the lower the coolant temperature at the time when the restart request is generated the greater the friction of the engine 11 and the greater the combustion torque necessary for starterless start. It is also possible to increase the combustion torque of the engine 11 by increasing the throttle opening during the period.
  • the throttle opening during the restart control period depends on the intake pipe pressure and the intake air amount when the restart request occurs. If the degree is set, it is possible to obtain the same effect as setting the throttle opening during the restart control period in accordance with the engine speed when the restart request is generated.
  • the throttle opening is reduced at a stroke to the target throttle opening at the time of normal throttle control after the restart control period elapses.
  • the throttle return control is executed to gradually return to the normal throttle control by gradually decreasing the throttle opening after the restart control period. In this way, when returning from the restart control to the normal throttle control, the intake air amount can be gradually decreased to reduce the rotational fluctuation of the engine 11 immediately after the completion of the restart.
  • the throttle opening decreasing speed during the throttle return control period is set in accordance with the engine rotation lowering speed during the fuel injection stop period or the engine rotation increasing speed during the restart control period. Yes.
  • the faster the engine rotation speed during the fuel injection stop period or the engine speed increase speed during the restart control period the higher the engine 11 rotation speed during restart, so the engine speed drop during the fuel injection stop period.
  • the throttle opening during the throttle return control period decreases more rapidly. Thereby, the effect which suppresses the excessive rotation blowing of the engine 11 at the time of restart can be anticipated.
  • the idle stop control / restart control program of FIG. 7 executed in the third embodiment is obtained by changing step 108 of the idle stop control / restart control program of FIG. 5 described in the second embodiment to step 109.
  • step 109 the throttle return control program of FIG. 8 is executed, and the processing in the other steps is the same.
  • step 201 the amount of decrease in the opening per ignition interval is set to the engine speed drop during the fuel cut period (the engine speed drop per predetermined time) or the restart control period. It is calculated based on the internal engine speed increase rate (the engine speed increase amount per predetermined time). The quicker the engine speed drop during the fuel injection stop period or the engine speed rise speed during the restart control period, the larger the amount of decrease in the opening per ignition interval, and the throttle during the throttle return control period. The opening is reduced rapidly.
  • step 202 a new throttle opening is obtained by subtracting the opening reduction amount per ignition interval from the current throttle opening.
  • step 203 it is determined whether or not the subtracted throttle opening is larger than the target throttle opening at the time of normal throttle control, and the throttle opening is larger than the target throttle opening at the time of normal throttle control. If it is larger, it is determined that the throttle return control period is in progress, and the routine proceeds to step 204 to wait until the ignition timing comes. Thereafter, when the ignition timing is reached, the process returns to step 202, and the new throttle opening is obtained by subtracting the opening reduction amount per ignition interval from the current throttle opening.
  • step 203 the throttle opening has reached the target throttle opening during normal throttle control
  • step 205 normal throttle control is restored.
  • the throttle return control is executed to gradually return to the normal throttle control by gradually decreasing the throttle opening after the restart control period elapses.
  • the intake air amount can be gradually reduced to reduce the rotational fluctuation of the engine 11 immediately after completion of the restart.
  • the throttle opening reduction rate (opening reduction amount) during the throttle return control period may be set according to the coolant temperature.
  • the lower the coolant temperature the greater the friction of the engine 11. Therefore, the lower the coolant temperature, the more slowly the throttle opening during the throttle return control period is reduced.
  • the rotational fluctuation of the engine 11 immediately after the completion of the start can be reduced.
  • the throttle opening is decreased for each ignition during the throttle return control period. However, this may be decreased for each predetermined time or for each predetermined crank angle.
  • the throttle opening is switched to the fully closed position during the fuel cut period after the automatic stop request is generated.
  • the throttle opening is not changed during the fuel cut period after the automatic stop request is generated.
  • the intake air amount may be slightly increased in preparation for the occurrence of a restart request. In this way, the effect of the response delay of the air system when switching the throttle opening to the throttle opening at restart is reduced when a restart request occurs, and the in-cylinder charged air amount is immediately restarted when a restart request occurs.
  • the engine can be restarted by changing to an air amount suitable for starting, and the combustion torque of the engine 11 at the time of restarting can be effectively increased.
  • the internal combustion engine to which the present invention can be applied is not limited to the intake port injection type engine as shown in FIG. 1, but is a cylinder injection type engine or a dual injection type using both intake port injection and cylinder injection. It can also be applied to other engines.
  • the present invention can be implemented with various modifications without departing from the gist, such as being applicable to a hybrid electric vehicle using both an internal combustion engine (engine) and a motor as a power source.
  • SYMBOLS 11 Engine (internal combustion engine), 12 ... Intake pipe, 15 ... Motor (throttle drive means), 16 ... Throttle valve, 21 ... Fuel injection valve, 22 ... Spark plug, 23 ... Exhaust pipe, 30 ... Starter, 31 ... Control Device (automatic stop control means, automatic start control means), 32 ... brake switch, 33 ... accelerator sensor, 34 ... vehicle speed sensor

Abstract

Selon l'invention, lorsqu'une demande d'arrêt automatique se produit lorsqu'un moteur fonctionne, une coupure de carburant est démarrée, et une ouverture d'accélérateur est complètement fermée. Après cela, lorsqu'une demande de redémarrage se produit, l'ouverture d'accélérateur est ouverte à une ouverture d'accélérateur durant un redémarrage, celle-ci étant supérieure à une ouverture d'accélérateur durant une commande de rotation au ralenti, afin d'augmenter la quantité d'air d'admission durant une commande de redémarrage, de telle sorte qu'elle soit supérieure à la quantité d'air d'admission durant la commande de rotation au ralenti ; par ailleurs, l'injection de carburant est redémarrée de façon à effectuer un démarrage sans démarreur, par lequel le moteur est redémarré par la seule injection de carburant sans utilisation d'un démarreur. Par conséquent, lorsque la vitesse de rotation du moteur dépasse une valeur d'estimation d'achèvement de redémarrage, il est estimé que le redémarrage est achevé, et la commande de redémarrage est terminée, puis l'ouverture d'accélérateur est ramenée à l'ouverture d'accélérateur cible durant une commande d'accélérateur habituelle.
PCT/JP2010/056686 2009-04-15 2010-04-14 Dispositif de commande de démarrage/arrêt automatique pour moteur à combustion interne WO2010119898A1 (fr)

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CN201080016918.5A CN102395775B (zh) 2009-04-15 2010-04-14 内燃机的自动停止起动控制装置
EP10764482.5A EP2420663B1 (fr) 2009-04-15 2010-04-14 Dispositif de commande de démarrage/arrêt automatique pour moteur à combustion interne

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JP2010248998A (ja) 2010-11-04
CN102395775B (zh) 2014-12-17
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EP2420663A1 (fr) 2012-02-22
JP5278753B2 (ja) 2013-09-04
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